Operating mechanism for hoisting devices.



PATBNTED 001". 4, 1904.

Gr. E. TURNER. OPERATING'MEOHANISM FOR HOISTING DEVICES.

APPLICATION FILED DEC. 24, 1903.

N0 MODEL.

2 SHEBTSSHEBT 1.

PATENTED OCT. 4, 1904.

G. E. TURNER. OPERATING MECHANISM FOR HOISTING DEV ICES.

APPLICATION FILED DEC. 24, 1903.

2 SHEETS-SHEET 2'.

N0 MODEL.

11 u n W mam GEORGE E; TURNER, E

OPERATING MEQHANISM Patented. October 4, 190 1.

P TENT OFFICE.

BELLEFONTAINE, OHIO.

FOR HOISTING DEVICES.

q SPECIFICATION forming part of Letters Patent NO. 771,338, datedOctober 4, 1904.

Application filed December 24, 1903. Serial No. 186,471. (No model.)

' To all whom it may concern:

frame of the machine.

Be it known that I, GEORGE E. TURNER, a citizen of the United States,residing at Belle fontaine, in the county of Logan and State of Ohio,have invented certain new and useful Improvements in Operating Mechanismfor Hoisting Devices, of which the following is a specification.

My invention relates to improvements in controlling mechanism forhoisting. devices, and it is especially adapted for use withsteamshovels and similar machines.

The object of the invention is to provide means for controlling thehoisting apparatus both in raising and lowering and to work themechanism from a single operating-lever.

The invention consists of the constructions and combinations of partshereinafter described, and set forth in the claims.

Inthe drawings, Figure 1 is' a side elevation-of a device embodyinginyinvention, same being herein shown as applied to a steam-sho vel; Fig. 2is a diagrammatic view of the controlling mechanism. Fig. 3-is a detailof the same,

Like partsare represented by similar letters of reference in the severalviews.

In the drawings, a, a represent the main I) is the hoistingdrum, mountedthereon in the usualway, and 0 is the driving-engine, the crank-shaft cof which is provided with a pinion 0 which meshes with a spur-gear 6 onthe drum 6. The pinion 0 runs loosely on the engine-shaft 0', but isprovided with a clutch 0 adapted to be engaged by a clutch-collar f,splined onto the engine-shaft 0, so as to turn therewith, but adapted tomove longitudinally thereon in a well-known manner. The pinion c is alsoprovided with the usual band or friction brake d, by means of which thepinion and the drum may be stopped when the clutch is disconnected,while the engine-shaft continues to revolve. This brake or brake-band isconnected through suitable mechanism to a piston-rode of apower-cylinder 6. This power-cylinder a may receive its motive powerfrom any convenient source, preferably from the boiler which suppliesthe engine 0, and is ing on the position of the controlling-valve, whichis supported by the valve-stem 0 these constructions being usual andwell-known apfiliances and needing no detailed description ere.

The brake d is preferably connected to the piston 6' through the agencyof a bell-crank d, one arm of which is adapted to contact with aprojection e on the piston-rod 6', so as to move the brake band in onedirection onlyt hat is, in a direction to apply the friction on thebrakethe movement in the other direction being obtained by a spring e,this arrangement permitting a continued movement of the piston e afterthe brake has been released, a stop 6 being preferably provided for thebell-crank arm (Z to prevent the spring usual construction and adaptedwhen moved in ion and in position shown in Fig. 2, the leven f isengagedby a spring-actuated catch g,

which 1 term the safety-catch and which prevents the clutch from beingthrown into engagement until said safety-catch is withdrawn. Thissafety-catch is pressed into engaging position by a spring g, and theouter end is preferably beveled in such a way that the clutch-lever fwhen moved into disengaging position can pass the catch, forcing it backagainst the tension of its spring, after which the catch willimmediately spring forward and engage the clutch-lever until it isscribed.

The valve-stem e of the-powercylinder e is operated by a lever 6 whichlever is connected by suitable rods and connecting devicese to a mainoperating-lever It. This main operating-level" h is also connected by asuitable connection it to the throttle or controllingvalve 7b2 of thedriving-engine c, the connection between the throttle-lever and theconnecting-rod It being preferably a loose connection which permits alimited movement of the controlling-handle it without disturbing thethrottle or controlling-valve If, this being preferably accomplished bymeans of adjustable stops it on each side of the throttle-lever it. Thespring-catch g is provided with a projection 9 adapted when thecontrollinglever e of the power-cylinder is moved to an unusual positionto be engaged by said lever and on a continued movement of said lever towithdraw the safety-catch g.

The controlling-lever h is provided with a segment if, which ispreferably provided with two concentric faces h and 72/ but formed ondifferent radii from the pivotal point of the lever. l1. and connectedby an offset it". The lever h is also provided witha spring-pressedroller h, which is adapted to travel over the downwardly.

respective faces.

The operation of the device thus described is asfollows, the parts beingin the position shown in Fig. 2, which may be termed the normalposition, with the clutch f disengaged and the brake also disengagedfrom the pinion and with the engine a at rest: In this 1 of the lever h.The operator can move the lever within the limits of the track itwithout disengaging the safety-catch g. When the roller it, however,comes against the offset h, which forms what may be termed a movablestop, he has reached the. limit within which he can operate thepower-cylinder 6 without disengaging the latch g, and hence withoutapplying the clutch f. It will be understood that the movement of thecontrolling-lever it is freearound the tracks h and if; but it requiresan additional effort on the partof the operator to crowd the roller overthe offset it, or, in otherwords, in passing from one track to theother. The offset and the safety-catch therefore furnish the means ofpreventing any accidental engagement of the clutch while handling thebrake mechanism through the agency of the controllinglever 72.. When itis desired to start the drum for hoisting, the controlling-lever histhrown over until the roller it passes the offset it" and comes onto thetrack it. The controlling-arm e is brought into contact with thesafety-catchand releases the same. At the same time the power is appliedto the cylinder 6' and forces the clutch into engagement. This movementof the controlling-lever also operates the throttle-valve of the engineand starts the engine. If the controlling-lever his to be used simplyfor controlling the engine, it is kept on the track it and may be movedwithin the limits of this track to control the engine without disturbingthe other operating parts. As soon as the controlling-lever h is movedback to the offset 71, however, which will shut off the steam, theoperator is notified that a further movement of the lever in thatdirection will disengage the clutch, and it will be seen that thisarrangement permits the application of the brake upon the same movementthat throws out the clutch. Hence the drum may be stopped and controlledwithout regard to the stopping of the .engine, which may continue tooperate although the steam may be shut off therefrom.

I have shown the differen t partssuch as'the brake, the clutch, and theoperating parts-of a well-known construction; but it is obvious that anysuitable Well-known form of these parts may be employed instead of thespecific form shown.

Having thus described my invention, I claim 1. In a hoisting device, ahoisting-drum, a brake, a clutch, and a driving-motor .for operatingsaid drum, a motor for operating said clutch and brake, acontrolling-lever connected to the respective motors, a safety-catch forholding said clutch out of engagement, and means connected with saidcontrolling-lever to determine when said catch is released,substantially as specified.

2. The combination with a winding-drum, a brake, a clutch and a motorfor driving same, of a motor connected to said brakeandcl'utchrespectively by means which permit an independent movement ofthe said parts, a safetycatch, a controllingdevr adapted to control themovement of both of said motors and also to operate said safety-catch,and means connected with said controlling-lever to determine when saidcatch is released, substantially as specified.

3. The combination with the Winding-drum, the main driving-shaft, aclutch for connecting said driving-shaft to said drum, and a brake forcontrolling said drum, a 'motor for operating said shaft, and a separatemotor for controlling said brake and clutch, a controllingleverconnectedto each of said motors and adapted to control the same when in diflerentpositions, and a movable stop on said lever to determine when said leverhas passed from the control of one device to that of the other,substantially as specified.

4. Thecombination with the rotating shaft, the winding-drum, the movableclutch for connecting said shaft to said drum, a brake for controllingthe drum, a catch for holding said brake out of engagementfa motor foroperating said brake and clutch, and a controllinglever adapted whenmoved to an unusual position to disengage said catch, substantially asspecified.

5 The combination with the driving-shaft and the drum, a clutch betweensaid drum and shaft and a brake connected to said drum, a safety-catchfor said clutch, a controlling device for operating said clutch andbrake re spectively, said controlling device being adapted to move saidclutch when moved to one position and capable of an independent movementto control said brake, substantially as specified. l

6. The combination with a rotating shaft,

winding-drum, clutch,and brake as described, I

leverbeing also adapted to operate the brake and clutch, and amovablestop connected with said lever to determine the range of movement ofsaid lever for operating the respective parts, substantially asdescribed.

7. The combination with the rotating shaft, drum, brake and clutch, amotor for driving the shaft, a motor for driving the clutch and brake, asafety catch for said brake, the controlling-lever connected to therespective motors and to said catch, said controlling-lever beingprovided with a segment having concentric tracks separated by an oifset,and a springpressed contacting device to engage said device and offset,substantially as and for the purpose specified.

In testimony whereof I have hereunto set my hand this 17th day ofDecember, A. D. 1903.

GEORGE E. TURNER. V Witnesses:

JOHN E. WES-T, CHAS. B. HARNER.

